WO2019144570A1

WO2019144570A1 - Magnetic track brake control system and method, and maglev train

Info

Publication number: WO2019144570A1
Application number: PCT/CN2018/093581
Authority: WO
Inventors: 杜慧杰; 梁生武; 刘中华; 张新永; 杨永勤; 姜茹佳; 孟庆栋; 王东星; 刘政; 谢春杰
Original assignee: 中车唐山机车车辆有限公司
Priority date: 2018-01-29
Filing date: 2018-06-29
Publication date: 2019-08-01
Also published as: CN110091889A; CN110091889B

Abstract

A magnetic track brake control system, comprising an acquisition device, a brake control device and a brake converter. The acquisition device is used for acquiring a brake state parameter, and sending the brake state parameter to the brake control device. The brake control device is used for receiving the brake state parameter sent by the acquisition device, generating a brake control instruction according to the brake state parameter, and sending the brake control instruction to the brake converter. The brake converter is used for receiving the brake control instruction sent by the brake control device, and controlling, according to the brake control instruction, the excitation current value applied to both ends of a brake electromagnet. By controlling the input current of the magnetic track brake, the electromagnetic attraction is adjustable.

Description

Magnetic rail brake control system, method and maglev train

Technical field

The present application relates to rail transit technology, and in particular to a magnetic rail brake control system, method and magnetic levitation train.

Background technique

The track brake is a non-adhesive brake independent of the wheel rail. It can further reduce the braking distance and improve the safe operation performance based on the traditional brake form. At present, magnetic rail braking has been widely and maturely applied to trams and high-speed EMUs.

At present, the track brakes are mostly used in low-floor low-traffic trams and some high-speed EMUs, but they are applied in emergency braking conditions regardless of the type of vehicle. The frequency of use is low and a fixed maximum electromagnetic attraction is applied for each use, and precise control of the brake cannot be achieved.

Summary of the invention

In view of this, embodiments of the present application are expected to provide a magnetic rail brake control system, method, and magnetic levitation train for the purpose of accurately controlling the magnitude of the braking force by changing the current.

To achieve the above objective, the technical solution of the embodiment of the present application is implemented as follows:

A first aspect of the embodiments of the present application provides a track brake control system, the system comprising a collection device, a brake control device and a brake converter;

The collecting device is configured to collect a brake state parameter, and send the brake state parameter to the brake control device;

The brake control device is configured to receive a brake state parameter sent by the collection device, generate a brake control command according to the brake state parameter, and send the brake control command to the brake converter;

The brake converter is configured to receive a brake control command sent by the brake control device, and control an excitation current value applied across the brake electromagnet according to the brake control command.

In some optional implementations, the collecting device includes a first sensor group and a second sensor group;

The first sensor group is configured to collect state parameters of one end of the brake electromagnet;

The second sensor group is configured to collect state parameters of the other end of the brake electromagnet.

In some optional implementations, the first sensor group is the same as the second sensor group, and the first sensor group includes a speed sensor, an acceleration sensor, a current sensor, and a gap sensor;

The speed sensor is configured to collect a speed signal of one end of the brake electromagnet;

The acceleration sensor is configured to collect an acceleration signal of one end of the brake electromagnet;

The current sensor is configured to collect a current signal at one end of the brake electromagnet;

The gap sensor is configured to collect an electromagnetic induction signal at one end of the brake electromagnet.

In some optional implementations, the acquisition device further includes a temperature detection module, and the temperature detection module is configured to collect a temperature signal of the brake electromagnet coil.

In some optional implementations, the brake control apparatus includes a signal conditioning module, an A/D conversion module, a control module, and a PWM wave generation module;

The signal conditioning module is configured to receive a brake state parameter sent by the collection device, and send an analog signal processed by the brake state parameter to an A/D conversion module;

The A/D conversion module is configured to convert an analog signal sent by the signal conditioning module into a digital signal and send the signal to a control module;

The control module is configured to obtain a control quantity of the brake electromagnet according to the digital signal sent by the A/D conversion module, and send the control quantity to the PWM wave generation module;

The PWM wave generating module is configured to generate two PWM signals corresponding to the two ends of the brake electromagnet according to the control amount of the two ends of the brake electromagnet sent by the control module, and send the PWM signal to the brake converter.

In some optional implementations, the brake control device is further configured to receive a brake level command sent by the controller, and generate a brake control command according to the brake level command and the brake state parameter, The brake control command is sent to the brake converter.

In some optional implementations, the brake control device is further configured to receive a track brake application command sent by the traction system, and apply a command, a brake level command, and a brake state parameter according to the track brake. A brake control command is generated to send the brake control command to the brake converter.

In some optional implementations, the brake converter includes a brake chopper, and the brake chopper includes an IGBT drive module and an IGBT half bridge chopper circuit;

The IGBT driving module is configured to receive a brake control command sent by the brake control device, and send a driving instruction to the IGBT half bridge chopper circuit according to the brake control command;

The IGBT half-bridge chopper circuit is configured to receive a driving command sent by the IGBT driving module, and output an excitation current to both ends of the brake electromagnet according to the driving instruction.

In some optional implementations, the brake control device is further configured to acquire a brake state of the current brake according to a brake state parameter sent by the collection device, and send the brake state to an external vehicle monitoring system.

In some optional implementations, the brake control device is further configured to receive a brake control signal and a reset signal sent by the external vehicle monitoring system, and generate a corresponding brake according to the brake control signal and the reset signal. Control commands and reset commands are sent to the brake AC.

A second aspect of the embodiments of the present application provides a method for controlling a track brake, the method comprising:

Collecting brake state parameters;

Generating a brake control command according to the brake state parameter;

The value of the field current applied across the brake electromagnet is controlled in accordance with the brake control command.

In some optional implementations, the process of collecting brake state parameters includes:

Collecting a speed signal at both ends of the brake electromagnet;

Collecting an acceleration signal at both ends of the brake electromagnet;

Collecting a current signal at both ends of the brake electromagnet;

Collecting electromagnetic induction signals at both ends of the brake electromagnet.

In some optional implementations, the process of acquiring a brake state parameter further includes: acquiring a temperature signal of the brake electromagnet coil.

In some optional implementations, the process of generating a brake control command according to the brake state parameter includes:

Processing the brake state parameter to generate an analog signal;

Converting the analog signal to a digital signal;

Obtaining a control amount at both ends of the brake electromagnet according to the digital signal;

Two PWM signals corresponding to the two ends of the brake electromagnet are generated according to the control amount at both ends of the brake electromagnet.

In some optional implementations, the method further includes receiving a brake level command sent by the controller, and generating a brake control command according to the brake level command and the brake state parameter.

In some optional implementations, the method further includes receiving a track brake application command sent by the traction system, and generating a brake according to the track brake application command, the brake level command, and the brake state parameter. Control instruction.

In some optional implementations, the controlling the value of the field current applied across the brake electromagnet according to the brake control command includes:

Generating a drive command according to the brake control command;

An excitation current is output to both ends of the brake electromagnet according to the drive command.

In some optional implementations, the method further includes: acquiring a braking state of the current brake according to a brake state parameter sent by the collecting device, and transmitting the braking state to an external vehicle monitoring system.

In some optional implementations, the method further includes: receiving a brake control signal and a reset signal sent by the external vehicle monitoring system, and generating a corresponding brake control command according to the brake control signal and the reset signal. Reset instruction.

A third aspect of the embodiments of the present application provides a magnetic levitation train comprising the magnetic rail brake control system of the first aspect.

The beneficial effects of the application are as follows:

The application achieves adjustable electromagnetic attraction by controlling the input current of the magnetic rail brake. The set current value can be output according to different braking level requirements, and the precisely adjustable electromagnetic attraction can be applied. At the same time, through the real-time detection of the temperature of the brake solenoid coil, once an abnormality is found, it can be timely alarmed to ensure the normal operation of the brake.

DRAWINGS

Figure 1 is a schematic view of the track brake in a stationary, unbraking state;

Figure 2 is a schematic view of the magnetic rail brake close to the guide rail;

Figure 3 is a schematic view of the magnetic rail brake and the guide rail;

4 is a schematic diagram of a magnetic rail brake control system according to an embodiment of the present application;

FIG. 5 is a schematic diagram of a brake chopper according to an embodiment of the present application; FIG.

FIG. 6 is a flowchart of a magnetic rail brake control method according to an embodiment of the present application.

Detailed ways

The exemplary embodiments of the present application are further described in detail below with reference to the accompanying drawings. Not all embodiments are exhaustive. It should be noted that the embodiments in the present application and the features in the embodiments may be combined with each other without conflict.

In order to better understand the contents of the embodiment of the present application, the principle of the magnetic rail brake is first explained as follows:

The principle of the magnetic rail brake is that the coil is excited, and the system forms an electromagnet. Because it is close to the rail surface, it can be adsorbed onto the track. Longitudinal linear motion is carried out under the driving of the train to form a longitudinal braking force.

During daily operation, the track brake is in a static, un-braking state, which is the "floating" state shown in Figure 1. At this time, since the coil is not energized, the magnetic rail brake does not operate, that is, the suction force to the rail is not generated, and the magnetic rail brake remains in the original state.

When the track brake receives the brake command, the battery supplies power and the coil turns on. At this point the track brake establishes an initial magnetic field, as shown in Figure 2, which produces a suction force to the track, wherein the suction force is in a non-proportional relationship with the track and the track brake shoe gap. The suction overcomes the tensile force of the suspension to attract the track brake to the track. As shown in Figure 3, when the track brake is fully engaged with the track, the interaction between the two is maximized.

When the train is at rest, the track brake will produce a vertical force perpendicular to the rail surface. When the track brake moves relative to the rail, a moving magnetic field is generated in the orbit, according to the electromagnetic induction theorem:

Time-varying flux will induce voltage and rail. The magnetic field of this secondary track is opposite to the magnetic field of the brake. As a result of the superposition of the magnetic field, the magnetic field at the front end portion of the core is weakened in the running direction, and the magnetic field at the rear is reinforced, thereby reducing the vertical force and forming a horizontal component in the opposite direction to the running direction. power.

As shown in FIG. 4, this embodiment proposes a track brake control system, which includes a collection device, a brake control device and a brake converter;

Specifically, the brake control device needs to receive the relevant command in real time and reliably, and transmits the command to the brake converter device, and simultaneously transmits the relevant brake state to the train related system in real time and reliably. Regardless of whether the instruction is received or sent, it has extremely high requirements on its real-time and accuracy, so the reliability of the brake control device must be guaranteed. In addition, the transmission form of the brake command mainly includes two types of hard line signals and network signals.

The brake control device of this embodiment includes a set of brake control plates that are simultaneously coupled to the acquisition device and the brake converter. The collecting device comprises a first sensor group and a second sensor group having the same composition. The collecting device comprises a speed sensor, an acceleration sensor, a current sensor, a gap sensor and a temperature detecting module, respectively collecting speed signals at both ends of the brake electromagnet, Acceleration signal, current signal, electromagnetic induction signal and electromagnet coil temperature. The first sensor group measures the braking state parameter of one end (A end) of the brake electromagnet, and the second sensor group measures the braking state parameter of the other end (B end) of the brake electromagnet. The DC resistance of the electromagnet is estimated based on the relationship between the control voltage, the rate of change of the magnetic field strength, and the current. Use the numerical integration method. The magnetic field strengths at the A and B ends were calculated separately.

Considering that the electromagnet suction is a univariate function of the magnetic field strength, the magnetic flux feedback, combined with the brake application/mitigation command from the on-board monitoring system, and the brake state feedback, respectively calculate the control amount of the A and B ends, which will be A. The control quantity PWM_A of the terminal is output to the brake converter in the form of PWM (Puise-Width Modulation) wave; similarly, the control quantity PWM_B of the B terminal is output to the brake converter in the form of PWM wave. The brake converter controls the magnetic force of the A and B ends by controlling the magnetic field strength of the A and B ends, respectively, to ensure that the magnetic rail brake can stop according to the design requirements.

In addition, the brake control board of the embodiment can transmit the fault state and the brake state to the on-board monitoring system in real time through the CAN bus. After receiving the fault status and braking status, the vehicle monitoring system takes emergency measures when it determines that a fault or emergency occurs. In addition, the onboard monitoring system can be connected to the brake control board via a cable for transmitting brake application/mitigation and reset signals to the brake control board.

The brake control board of the embodiment further includes a signal conditioning module, an A/D conversion module, a control module, and a PWM wave generating module;

Specifically, the signal conditioning module is composed of an analog circuit, including two DC bias circuits, two DC blocking circuits, two DC voltage conversion circuits, four amplification circuits, two integration circuits, and six filters. The signal conditioning module receives the sensor signal, performs DC offset, amplification, and filtering processing on the electromagnetic induction signal output by the gap sensor, outputs a voltage type gap signal, performs direct separation, integration, and filtering processing on the acceleration sensor signal, and outputs a voltage type speed signal; The current signal of the current sensor is converted into a voltage type signal, amplified, filtered, and output a voltage type analog signal, which is simultaneously sent to the A/D conversion module.

The A/D conversion module uses a synchronous parallel analog-to-digital converter to convert the voltage-type analog signal of the sensor transmitted by the signal conditioning module into a digital signal according to a conversion command issued by the control module. After receiving the read command from the control module, the A/D conversion module sends a digital signal to the control module.

The control module contains program controllers, timers, registers, digital I/O units, and arithmetic units. The program controller is connected to the internal bus of the copper drum of the timer, the register, the digital I/O unit and the arithmetic unit. The program controller is designed with a track brake control program, and the timer is based on the setting of the track brake control program. The clock signal generated by the generating unit is counted, and each timer interrupt period generates a terminal signal and is sent to the program controller; the register saves the working mode and internal state of the control module according to the configuration of the brake control program; the digital I/O unit Under the control of the program controller, the A/D conversion command and the A/D conversion result read command are output to the A/D conversion module, and the L/D command, the RESET signal, and the A/D conversion module from the in-vehicle monitoring system are received. The conversion completion status signal is sent to the program controller; the arithmetic unit completes all the arithmetic/logic operations involved in the track brake control program, and finally obtains the control amounts of the A end and the B end, and under the control of the program controller, The control quantity is sent to the PWM wave generation module through the bus, and two PWM signals are respectively output to the brake AC, thereby realizing the control of the current values of the A terminal and the B terminal. .

In addition, the brake control device of the embodiment can also receive the brake level command sent by the controller and the track brake application command sent by the traction system. At the same time, the brake control can transmit the status of the track brake (normal or fault), the state of the rail brake application (applied or relieved), and the state of the rail brake temperature (normal or over temperature).

As shown in FIG. 5, the brake converter according to the embodiment includes a brake chopper, and the brake chopper includes an IGBT drive module and an IGBT half bridge chopper circuit;

Specifically, due to the nonlinearity of the B-H curve of the electromagnetic material, a nonlinear relationship between the electromagnetic attraction and the excitation current is caused, and the corresponding excitation current is applied according to the required electromagnetic attraction to become a key technology in the track brake control system. However, the magnetic rail brake used as a common brake at a low speed is greatly prolonged due to its frequency of use and working time, so that the temperature rise of the coil is greatly increased. In addition, as a control hardware part of the brake converter, a reliable and stable inverter/rectifier circuit topology is constructed to perfectly match the semiconductor switching elements such as IGBT/GTO with the system to achieve constant current flow. Output, which requires its program to implement closed-loop control.

In this embodiment, the steady state value (average control voltage) of the voltage acting on the electromagnet is calculated by using the PWM control amount, and the steady state value (average braking current) of the current information is combined to estimate the retention resistance of the electromagnet. The magnitude of the magnetic field of the magnetic rail brake is calculated based on the relationship between the magnetic flux change rate, voltage, and current. The inner brake of the track brake control adopts the sting feedback, and the outer ring adopts the gap, the speed and the acceleration feedback, and combines the brake application/mitigation command from the on-board monitoring system to calculate the control amount and output it to the brake chopper. Control the current of the electromagnet separately, and then control the electromagnetic force at both ends of the electromagnet to ensure that the magnetic rail brake can stop according to the design requirements.

The brake control system described in this embodiment further has a temperature detecting function, which can detect the temperature of the magnetic brake electromagnetic coil in real time, and when the temperature is too high (a certain percentage of the highest heat resistant temperature is reached), the brake can be applied to the brake. The converter performs feedback and issues a rail brake cut request. At the same time, an over temperature alarm can be issued to the train. At the same time, the DC resistance of the magnetic brake can be calculated according to the average control voltage and the average braking current of the magnetic brake, and then the temperature change value can be calculated.

Correspondingly, as shown in FIG. 6, the embodiment further provides a track brake control method, and the method includes:

S101, collecting brake state parameters;

S102. Generate a brake control command according to the brake state parameter.

S103. Control an excitation current value applied to both ends of the brake electromagnet according to the brake control command.

The process of collecting the brake state parameter is implemented by the acquisition device, and the collection device includes a speed sensor, an acceleration sensor, a current sensor, a gap sensor, and a temperature detecting module, respectively collecting speed signals, acceleration signals, and acceleration signals at both ends of the brake electromagnet. Current signal, electromagnetic induction signal and electromagnet coil temperature.

Further, the process of generating a brake control command according to the brake state parameter includes:

Processing the brake state parameter to generate an analog signal;

Converting the analog signal to a digital signal;

Further, the method further includes: receiving a brake level command sent by the controller, and generating a brake control command according to the brake level command and the brake state parameter.

Further, the method further includes receiving a track brake application command sent by the traction system, and generating a brake control command according to the track brake application command, the brake level command, and the brake state parameter.

Further, the process of controlling the value of the field current applied across the brake electromagnet according to the brake control command includes:

Generating a drive command according to the brake control command;

Further, the method further includes: acquiring a braking state of the current brake according to the brake state parameter sent by the collecting device, and transmitting the braking state to the external vehicle monitoring system.

Further, the method further includes: receiving a brake control signal and a reset signal sent by the external vehicle monitoring system, and generating a corresponding brake control command and a reset command according to the brake control signal and the reset signal.

This embodiment also proposes a magnetic levitation train comprising the above described magnetic rail brake control system. The electromagnetic suction is adjustable by controlling the input current of the magnetic brake. The set current value can be output according to different braking level requirements, and the precisely adjustable electromagnetic attraction can be applied. At the same time, through the real-time detection of the temperature of the brake solenoid coil, once an abnormality is found, it can be timely alarmed to ensure the normal operation of the brake.

With the promotion and application of this application, the localization rate of the magnetic suspension train braking equipment can be significantly improved, the procurement and maintenance cost of the magnetic levitation train can be reduced, the development needs of urban transportation can be better met, and the international competitiveness of urban transportation vehicles can be improved. . With the support and continuous investment of magnetic levitation trains at the national and local levels, the magnetic levitation transportation mode will continue to develop. At the same time, it will drive the development of related industries in magnetic suspension vehicles. It is of positive significance to ensure the formation of a diversified transportation system in the city.

It will be apparent to those skilled in the art that various modifications and changes can be made in the present application without departing from the spirit and scope of the application. Thus, it is intended that the present invention cover the modifications and variations of the present invention.

Claims

A track brake control system, characterized in that the system comprises a collecting device, a brake control device and a brake converter;

The collecting device is configured to collect a brake state parameter, and send the brake state parameter to the brake control device;

The brake control device is configured to receive a brake state parameter sent by the collection device, generate a brake control command according to the brake state parameter, and send the brake control command to the brake converter;

The brake converter is configured to receive a brake control command sent by the brake control device, and control an excitation current value applied across the brake electromagnet according to the brake control command.
The system of claim 1 wherein said collection means comprises a first sensor group and a second sensor group;

The first sensor group is configured to collect state parameters of one end of the brake electromagnet;

The second sensor group is configured to collect state parameters of the other end of the brake electromagnet.
The system according to claim 2, wherein said first sensor group is identical to said second sensor group, said first sensor group comprising a speed sensor, an acceleration sensor, a current sensor, and a gap sensor;

The speed sensor is configured to collect a speed signal of one end of the brake electromagnet;

The acceleration sensor is configured to collect an acceleration signal of one end of the brake electromagnet;

The current sensor is configured to collect a current signal at one end of the brake electromagnet;

The gap sensor is configured to collect an electromagnetic induction signal at one end of the brake electromagnet.
The system according to any one of claims 1 to 3, wherein the collecting device further comprises a temperature detecting module, wherein the temperature detecting module is configured to collect a temperature signal of the brake electromagnet coil.
The system according to claim 4, wherein said brake control means comprises a signal conditioning module, an A/D conversion module, a control module and a PWM wave generating module;

The signal conditioning module is configured to receive a brake state parameter sent by the collection device, and send an analog signal processed by the brake state parameter to an A/D conversion module;

The A/D conversion module is configured to convert an analog signal sent by the signal conditioning module into a digital signal and send the signal to a control module;

The control module is configured to obtain a control quantity of the brake electromagnet according to the digital signal sent by the A/D conversion module, and send the control quantity to the PWM wave generation module;

The PWM wave generating module is configured to generate two PWM signals corresponding to the two ends of the brake electromagnet according to the control amount of the two ends of the brake electromagnet sent by the control module, and send the PWM signal to the brake converter.
The system according to claim 1 or 5, wherein the brake control device is further configured to receive a brake level command sent by the controller, and generate the brake level command and the brake state parameter according to the brake level command and the brake state parameter. A brake control command that sends the brake control command to the brake converter.
The system according to claim 6, wherein said brake control means is further configured to receive a track brake application command sent by the traction system, and to apply an instruction, a brake level command according to said track brake And the brake state parameter generates a brake control command that sends the brake control command to the brake converter.
The system of claim 7 wherein said brake converter comprises a brake chopper, said brake chopper comprising an IGBT drive module and an IGBT half bridge chopper circuit;

The IGBT driving module is configured to receive a brake control command sent by the brake control device, and send a driving instruction to the IGBT half bridge chopper circuit according to the brake control command;

The IGBT half-bridge chopper circuit is configured to receive a driving command sent by the IGBT driving module, and output an excitation current to both ends of the brake electromagnet according to the driving instruction.
The system according to claim 8, wherein the brake control device is further configured to acquire a brake state of the current brake according to a brake state parameter sent by the collection device, and send the brake state to an external vehicle monitoring system. .
The system according to claim 9, wherein the brake control device is further configured to receive a brake control signal and a reset signal sent by the external vehicle monitoring system, and generate the brake control signal and the reset signal according to the brake control signal and the reset signal. The corresponding brake control command and reset command are sent to the brake AC.
A track brake control method, characterized in that the method comprises:

Collecting brake state parameters;

Generating a brake control command according to the brake state parameter;

The value of the field current applied across the brake electromagnet is controlled in accordance with the brake control command.
The method of claim 11 wherein said process of acquiring brake state parameters comprises:

Collecting a speed signal at both ends of the brake electromagnet;

Collecting an acceleration signal at both ends of the brake electromagnet;

Collecting a current signal at both ends of the brake electromagnet;

Collecting electromagnetic induction signals at both ends of the brake electromagnet.
The method of claim 11 or 12, wherein the process of acquiring the brake state parameter further comprises: acquiring a temperature signal of the brake electromagnet coil.
The method of claim 13 wherein said generating a brake control command based on said brake state parameter comprises:

Processing the brake state parameter to generate an analog signal;

Converting the analog signal to a digital signal;

Obtaining a control amount at both ends of the brake electromagnet according to the digital signal;

Two PWM signals corresponding to the two ends of the brake electromagnet are generated according to the control amount at both ends of the brake electromagnet.
The method according to claim 11 or 14, wherein the method further comprises: receiving a brake level command sent by the controller, and generating a brake control according to the brake level command and the brake state parameter. instruction.
The method of claim 15 further comprising: receiving a track brake application command sent by the traction system and applying a command, a brake level command, and a brake state based on said track brake The parameter generates a brake control command.
The method according to claim 16, wherein said controlling the value of the field current applied across the brake electromagnet according to said brake control command comprises:

Generating a drive command according to the brake control command;

An excitation current is output to both ends of the brake electromagnet according to the drive command.
The method according to claim 17, wherein the method further comprises: acquiring a braking state of the current brake according to a brake state parameter transmitted by the collecting device, and transmitting the braking state to an external vehicle monitoring system.
The method according to claim 18, wherein the method further comprises: receiving a brake control signal and a reset signal sent by the external vehicle monitoring system, and generating a corresponding system according to the brake control signal and the reset signal Motion control instructions and reset instructions.
A magnetic levitation train, characterized in that the magnetic levitation train comprises the magnetic rail brake control system according to any one of claims 1 to 10.